Power insert for internal combustion engines



Witmss p 18, 1956 R. HOLLI-NGSWORTH 2,763,255

POWER INSERT FOR INTERNAL COMBUSTION ENGINES- Filed May 19, 1954,firweni'or Qaph ad Kolli qswarl'h nited States Patent POWER INSERT FORINTERNAL COMBUSTION ENGINES Raphael Hollingsworth Richland, IowaApplication May 19, 1954, Serial No. 430,860

4 Claims. (Cl. 123-191) This invention relates to turbulent andcompression ratio increasing insert rings and is an improvement of mycompression ratio increasing insert rings for internal combustionengines,-issued April 27, 1954, and bearing Patent No. 2,676,580. v

My ring disclosed in the above patent was primarily for reducing theexplosion chamber thereby increasing the compression ratio, and wasapplied to engines of low compression-and having suificient clearancebetween the top dead center and the cylinder head. Also the insert ringwas so designed'as to handle overhead valves and be prevented fromundesirable rotation; While the insert ringwas most successtuhit did notsufliciently mix and agitate the gasesentering the combustion chamber.

Therefore, the principal object of myinvention is to provide an insertring for combustion engines that causes great turbulence of the fuelcharge entering the cylinder, thereby successfully mixing the fuelcharge and more uniformly depositing the same in the cylinder at time offiring.

A further object of this invention is to provide a fuel mixing insertring that is easily and quickly installed.

A still further object of my invention is to provide a turbulencecausing insert for combustion engines that has no moving parts.

Still further objects of my invention are to provide a cylinder insertring that is economical in manufacture and durable in use.

These and other objects will be apparent to those skilled in the art.

My invention consists in the construction, arrangement, and combinationof the various parts of the device, whereby the objects contemplated areattained as hereinafter more fully set forth, specifically pointed outin my claims, and illustrated in the accompanying drawings, in which:

Fig. 1 is a top plan view of my insert ring,

Fig. 2 is a cross sectional view of the device taken on line 2-2 of Fig.1, and

Fig. 3 is a side sectional view of the ring taken on line 33 of Fig. 1and installed in the combustion area of an overhead valve combustionengine.

Referring to the drawings I have used the numeral to designate the ringgenerally which is made from any suitable material such as cast iron orthe like. A flange 12 is provided at the upper outside edge of the ring.This flange engages the cylinder block 14 at its free end as shown inFig. 3. The ring is also provided with a channel 16 which embraces theinner end of the spark plug 18 as shown in Fig. 3. By embracing thespark plug with the ring in this manner, the ring is positively securedagainst rotation within the cylinder. The ring is also held to someextent against rotation with the ring against the cylinder walls. Thetop of channel 16 is connected to the top of the ring by the slot 20which allows space for compressing the ring as it is inserted into thecylinder. The compressed ring exerts an outing-low octane ratings isadapted 2,763,255 Patented: Sept. 18, .1956

ward pressure on the cylinder walls when it is in posi tion which alsoaids in securing the ringagainst any movement relative to the cylinder.A still further feature of my present invention is the crescent shapedvalve clearance well 22 which isforrned in the top of the ring.

at an appropriate point for the particular engine. By the use of thiswell, the ring may be used without interfering with valves that are setclose to theedge of thecylinder as the intake valve designated 24 inFig. 3. The length of the ring must be less than the distance betweenthe piston 26 and the cylinder head 28; The numeral 30 designates thegasket which is inserted between the cylinder head and the cylinderblock. Ob? viously, the thickness of the ring Will reduce the combustionarea, thereby increasing the compression ratio. The normal use ofthering requires it to be insertedfinto the cylinder flange end last.The flange engages the top of the cylinder to prevent the ring fromdescending too far into the cylinder. The piston, however, is just aslarge and'moves just as far as it ever did. Consequently, the same;amount of combustible mixture is forced into a smallerspace than wastrue before my ring was inserted.

Clearly the extent of compression of the gaseous mixture is increased.The engine compression ratio is increased, therefore, and anenginedesigned for use with fuels havto make eiiicient use of high test fuels;From the foregoing it will be noted that the fuel charge will enter thecombustion chamber at a velocity greater than if my ring were notpresent. This fact isone of'the reasons for my present invention ofproviding mixing fins as an integral part of my compression ring. Thusthere is a cooperative combination between the ring disclosed in myissued patent and my turbulence producing bafiie fins which I will nowdisclose in detail. Adjacent the half-moon cut-away portion 22 and nearits bottom plane, I form a horizontal inwardly curved bridge 27 thatbows inwardly as shown in Fig. 1. The open space between this bridge andthe inside wall of the ring is designated by the numeral 28. On the sideof the bridge closest to the cylinder center, I have formed a pluralityof spaced apart baffle vanes 29, as shown in Fig. 2. These baffle vanesmay be of any suitable design, construction or arrangement. In thedrawings I show them as elongated hooked flat fingers radially extendingfrom the periphery of the bridge member. They start at their bases,approximately horizontal and then are twisted laterally and upwardlyuntil their outer ends are almost vertical. When the valve 24 is openedor lowered, these finger bafiies loosely embrace or cage the innercurved side of the valve, and the fuel charge entering mustsubstantially pass through the opening 28 or between these angle bafllefingers 29. Obviously due to the curvature of the radially inwardlyextending vanes and their curved collective position in the entering gasstream, great turbulence will be experienced by the fuel charge. Thisvortex of the fuel, will uniformly mix it, and direct it in violentmotion to all areas of the combustion chamber.

Some changes may be made in the construction and arrangement of my powerinsert for internal combustion engines Without departing from the realspirit and purpose of my invention, and it is my intention to cover bymy claims, any modified forms of structure or use of mechanicalequivalents which may be reasonably included within their scope.

Iclaim:

1. In a device of the class described, a ring member adapted to beinserted in the combustion chamber of an internal combustion enginehaving an inlet valve opening into said chamber; said ring member havinga cut away portion adapted to be positioned adjacent and directly underthe inlet valve of such combustion engine when installed for providingoperating room for such a valve, and a plurality of upwardly curved andtwisted fiat fingers carried by said ring member and in the vicinity ofsaid ,cut away portion to give twisting turbulence to a fuel'chargepassing the intake valve of the engine to which the device is installed.

2. In a device of the class described, a ring member adapted to beinserted in the combustionchamber of an internal combustion enginehaving an inlet valve opening into said chamber, said ring member havinga cut away portion adapted to be adjacent and directly under the inletvalve of such combustion engine when installed for providing operatingroom for such a valve, anda plurality of fiat and upwardly curvedhook-like fingers carried by said ring member adjacent said cut awayportion, each finger throughout substantially its entire length beingpartially twisted about its axis to provide afuel deflecting surface,whereby to give twisting turbulence to a fuel charge passing the inletvalve of the engine to which the device is installed.

3. In a device of the class described, a ring member adapted to beinserted in the combustion chamber of an internal combustion enginehaving an inlet valve opening into said chamber; said ring member havingan upper cut away portion adapted to be adjacent and directly under thevalve of such combustion engine when installed for providing operatingroom for such a valve, an inwardly extending bar-like bridge secured tosaid ring member at its ends at the site of said cut away portion andpositioned beneath said inlet valve opening, and a plurality of inwardlyextending spaced apart and elongated flat fingers attached to saidbridge, each finger being partially twisted about its axis to providefuel deflecting surfaces, whereby to give a twisting turbulence to afuel charge passing the inlet valve of the engine to which the ring isinstalled.

4. In a device of the class described, a ring member adapted to beinserted in the combustion chamber of an internal combustion enginehaving an inlet valve opening into said chamber; said ring member havingan upper cut away portion adapted to be adjacent and directly 1 underthe valve of such engine when installed for providing operating room forsuch a valve, an inwardly extending bar-like bridge secured to said ringmember at its ends at the site of said cut away portion and spaced fromsaid ring and positioned beneath said inlet valve opening, and aplurality of inwardly extending spaced apart and elongated flat fingersattached to said bridge, each finger being partially twisted about itsaxis to provide a fuel deflecting surface, and the free inner ends ofsaid fingers being curved upwardly to a plane above the bottom plane ofsaid cut away portion, whereby to give twisting turbulence to a fuelcharge passing the inlet valve of the engine to which the device isinstalled.

References Cited in the file of this patent UNITED STATES PATENTS

